Trackway device



nmzz; 1931. A. E. HUDD- 3 1,837,440

TRACKWAY DEVICE Ofiginal Filed Oct. 12, 1928 2 Sheets-Sheet 1 11mm?film-d E. Hudd 22, 1 A. E. HUDD TRACKWAY DEVICE Original Filed Oct/"I2,1928 2 Sheets-Sheet 2 35 3mm Em Q3 RAH Patented Dec. 22, 1 931UNlT-EDSTATES:

PATENT OFFICE ALFRED n. noon, on BUGKINGKAMSHIRE, ENGLAND, AssIG'NoR TORESERVE HGLDING COMPANY, or KANsAs cmz, niss'oonr, A oonronarron' orDELAWARE *rRAcxwAY "DEVICE Original application filed October 12, 1928,Serial No. 312,025, and in Great Britain February 9., 1928. Divided andthis application filed February -17, 1930. Serial No. 428,957.

the permanent magnets diagonally with respect to the trackelectromagnetswhichare also arranged diagonally with respect to the track inasymmetrical relationxto the permanent magnets as regard sthe lineparallel to,

the direction of runningof the trainsgthe poles of each electro-magnetlying in the same plane at right angles to the track as thecorresponding. poles ofthepermanent magnet so that by energizingthe'elefctro-magnet in an appropriate way an armature in a magneticcircuit passingcentrally over the magnetic system will be unaffected. i

The features of the invention will be'better understood by referring tothe accompanying drawings, which illustrate one method of carrying theinvention into eiiect as applied to systems employin thevacuum brakesystem oi control. although the invention is not limited to this type ofsystem but is equally applic'able'to the compressed air system. ofcontrol, and that various detail modifications could be made withoutd'epartingfrom the spirit of the invention In the drawings, Fig. 1illustrates a section of track showing thearrangement of the trackelements and controlling circuits therefor. Figs Q, 3 :4, and 5illustrate the brake controlling apparatus on a locomotivejand acrosssect-ion of the track, the track magnetfor giving the partial brakeapplication or caution signal being illustrated alongside the trackmagnet for giving a full brake applicationjfor the sake of convenience,although it will be understood that only one of these magnets norm allywould be seen in any cross sectiong of We with like poles adj aeenttoeach other,

it will beun derstood that trackway is shown with one rail 50 dividedinto blocks, the other rail 51 being continu ous. A permanent magnet orinductor AI is shown at the entrance to one section, this permanentmagnet being'made up of aplupermanent magnet the first electro-magnfetor inductor BI is shown, said electro-magnet being constructed of anumber of electromagnets 1n parallel arranged as in the draw,

ing. These two magnets are located between the rails at theleft-handside of thetrack with respect to the normal direction mo tion of thelocomotive, The second electroma'gnet or induction CI isarrangedsimila'rly but at the right-hand side of the track. This latterelectro-magnet, which is effective only at stop or danger signals, is ofpeculiar construction in that a number of permanent magnets are arrangedin the form of a series while the same number of electro magnets aresimilarly arrangedand super-imposed on the permanent magnets in such amannerth at when energized the polar ties of the permanent magnets andthe polarities oft-he electrospect to the track. Wh'en de'energi'zfed,however, the'permanent magnets alonefare cf fective tolllflllQIlCflStlCll an armature.

The permanent magnets can conveniently bebar magnets; as shown moreclearly in Fig. 3 where PM'represents one of the permanent magnets. The.electro magnet EM with its exciting coil EC passes underneath thepermanent magnet PM, as shown, and

is provided with pole pieces PP at the ends 7 which extend upwards tothe plane in which the permanent magnets lie. The magnets areconveniently enclosed in container C of non-magnetic material, as shown.

a Referring nowrto Fig l sa sectionioi the The electro-magnets of theinductors BI and CI are preferably energized only when a locomotive ispassing. This is conveniently effected by providing ashort insulatedrail 49, between the sections of the rail 50, which section iselectrically bridged through the wheels and frame of a passinglocomotive to complete the energizing circuit when the signal trackrelay or the like is conditioned at clear. The respective inductors B1and C1, it should be understood, are so positioned with respect to rails49 that the receivers AR and BB properly co-operate with El and C1 whilethe locomotive bridges across the insulation to complete the respectivecircuits for B1 and O1.

Referring to Figs. 2, 3, a, and 5, a brief description of the apparatuson a locomotive will now be given. It consists of two magnetic pick-updevices or receivers AR and BB located side by side which are adapted tobe influenced by magnetic impulses received from the inductors locatedalong the track. Receiver AB is normally adapted to be operated when alocomotive is passing track apparatus in a clear or caution condition,while the receiver BB is non ally adapted to be operated when alocomotive is passing track apparatus in a danger condition; theirrespective functions, however, may be completely reve "sed by theoperation of the reversing valves Eve and RV?) when the locomotive isrunning tender first. The construction of the receivers AR and BR issubstantially identical, receiver BR being complementary to receiver AR,so that when the locomotive is running tender first, re ceiver BR willoperate in exactly the same relative manner as receiver All and viceversa. The receiver AB is arranged to operate each time the locomotivepasses over an inductor A1, to initiate a brake application and tooperate a whistle valve so that a warning indication is given to theengineman every time so that he will knowthat he has passed over an Ainductor such as A1. A partial brake application valve is also provdiedwhich tends'to operate when the locomotive passes a deenergized Binductor such as 131, a full brake application valve being provided tooperate when passing a c eenergized C inductor such as C1. Anacknowledging lever AL is provided which .when depressed neutralizes theeffect of the partial brake application valve. A releasing ejector valveREV of well-known type and two reversing valves-Eva, RVb, are pro vided,the latter being operated by a single operation when the locomotive isrunning tender first.

Having briefly described the apparatus on the locomotive and along thetrack, a detailed description of the operation of the same will now begiven,

In the first place, it Wlll be assumed that a distant signal 1s atclear. Under this condition the first electro-magnet or inductor B1 willbe energized when a locomotive passes over the insulated rail 49immediately preceding. This energizing circuit extends from oneterminal'of the battery associated with the distant signal; through theswitch, closed by said signal in clear position; the rail section 49,the frame of a vehicle of the train, to the upper rail of the track andthrough the windings of B1 to the other terminal of the associatedbattery. The magnets of the trackway inductors are much more powerfulthan magnets 5, carried by the vehicle and, therefore, on passing overthe inductor Al, the armature 2, which is polarized by the permanentmagnet 55, of the receiver AR, will be operated to its alternateposition. The magnetic flux passing from the inductor AI over thecollector planes 1 and 1a will be such as to bring about this result.The magnet 5 will hold the armature in its alternate position after theinductor has been passed and until a stronger disturbing is receivedthereby. The polarized armature 2 in moving to its alternate positionraises the valve 3 which is held on its seat against atmosphericpressure by means of the spring 6, the chamber a being connected to thevacuum chamber through orifice 29. When valve 3 is lifted, therefore,chamber at is immediately raised to atmospheric pressure as it is nowconnected to atmosphere through valve 3 by means of opening 61; chamberl leads through the reduced opening 59 to the chamber 60 behind diaphram 8 of valve 7, so that atmospheric pressure in this chamber will causethe diaphragm 8 to collapse, open valve 7, and admit atmosphericpressure through openings 30 to the pipe. 9. Pipe 9 extends through thereversing valve RVa to pipe 10 and atmospheric pressure in space 14behind the diaphragm 11 will now cause valve 12 to open and air will beadmitted to pipe 41 extending to the vacuum chamber, through the whistle13 which will therefore sound. The size of "he ports of the valves 7 and12 in compari son with. the size of the port of valve 3 is such thatatmospheric pressure will be almost instantaneously applied to thediaphragm 11 causing it to collapse, and consequently the whistle willsound practically at the same instant as valve 8 is opened. Pipe 9 isconnected to the vacuum chamber through a restricted orifice 13 so thata rapid opening and closing of valve 3 will. cause a comparatively longopening of the valve 12, thereby ensuring that a clear warnim whistle isgiven at all speeds of the locomotive. On passing over the energizedinductor B1 in which the polarity of the electro-magnet is reversed withrespect to the inductor Al the polarized armature 2 is restored to itsinitial position, whereupon the valve 3 is closed. The closing of valve3 allows the vacuum to be restored in' the pipes 9 and 10 and spaces 60and 14 plication is made.

of valves-7 and 1'2',thereby closing said valves and effecting-thestopping of the sounding of the whistle 13.

When the locomotive is passing adistant signal at danger the inductor131- will be deenergizedas no circuit is completed when the locomotivewheel bridges the short insulating rail 49'on account of the semaphoreswitch being openwhile the'sem'aphore blade is in danger position. Onpassing over the inductor A1 thepolarizedarmature2 will be moved to itsalternate position and thevalve 3 opened, and the whistle sounded asbefore. In this case, however, the inductor B1 is deenergized, whereforethe polarizedarmature 2v remains in its alternate position and thewhistle continues to sound. The/reservoir 15 is connected to the vacuumpipe 10 through the restricted orifice 16;;hence', after apredeterminedtime the vacuum indie-reservoir 151s reduced, andatmospheric pressure is ap-.

pliedLte the space" 62 behind: the diaphragm 17; Thisr-eduction ofvacuum is gradual and is determined by the size of the reservoir 15 andthe size of the restricted orifice 1'6. Usu- 3.8 does not open whilevalve '3 is opened when passing a signal-at clear as the time that valve3is open is too shortto allow the vacuum in chamber 15 to besufficiently reduced. If, however, valve 3 remains open, then afterapproximately 3 seconds, valve 18 will open and admit atmosphere throughorifice 31 to the train pipe 19, so that a partial brake ap- The amountof reduction of vacuum in the train pipe is determined by the size ofthe orifice 31. As valves 3, 7 12, and 18 are now continuously open toatmospheric pressure, the whistle will continue to sound and the brakeswill continue to be applied until an acknowledgment of the existing 4''condition made and conditions are restored and the pipe 21 to the vacuumchamber. This inrush of air is sufficient to pull thepolarized armature2 back to its initial position, thereby again causing the valve 3 toclose and allowing valves 7 12, and 18 to close; then the whistle willcease to sound and the partial application of the brakes will cease.

On passing a home signed at clear the electro-magnets of the inductor C1will be energized over a circuit similar to that traced for inductor B1,and consequently as like poles of the inductor C1 are encountered at thesame time by the two collector planes of BR" wiil not be affected.-

1 If,now, the locomotive passes a home sig nal at danger, theelectro-magnets in the inductor C1 will be deenergized, because thecircuit of the electro-magnets of 01 will be'open at the semaphoreswitch, so that now the collector planes of the receiver BR willencounter poles of opposite polarity on the inductor of C1 dueto'therearpart of one collector plane being opposite one pole .while the frontpart of the other collector plane is opposite a dissimilar pole and viceversa. The ,polarizedar-mature 2a of the receiver BR Will therefore bemoved to its alternate position in a similarmanner to the operation ofarmature 2 of the receiver AR, and will operate valve 3a which admitsatmospheric pressure to the chamber behind the diaphragin of valve 7a.Valve 7a will, therefore, open and admit atmospheric pressure -tothepipe 9a, which extendsto the space 64- behind the diaphragm of the fullbrake application valve 23. Atmospheric pressure in this space 64 willcausediaphragin 38 to collapse, and valve 23 to open, whereuponatmospheric pressure is admitted to the train pipe 40,throughorifices39, toefiect full automaticbrake' application. Thisautomatic brake application cannot be released until a-certain time haselapsed afterthe ejector valve has been operated by the engine man. Theexisting air-brakes handle is connected to the special releasing ejectorvalve REV. When the brake handle is moved'to the on position, thereservoir RAis con nected over pipe 25 to the vacuurnchamber.

The reservoir Rh is, therefore, exhausted aft .er a period detern'n'n'edby the size of the oriates the releasing lever BL thereby opening thevalve 37; In consequence, the reservoir RA is connected throughreleasing valve 37, reversing valve RV7),and pipe 27 to the opening 28.'Hence, there will-be a sudden rush of airthrough theopening 28 throughthe pipe 27, reversing valve RVb, releasing valve 37, to the reservoirRA. This rush of air is suflicient to pull the polarized armature 2a toits initial position, whereupon valve 3a is again closed and theautomatic application of the brakes is released, control being nowentirely inthe hands ofthe engine-man; The opening 28 of the releasingpipe 27 is so proportioned that the polarized armature 2a cannot*be'pulled back to its initial position until the predetermined degreeof vacuum has been produced in the reservoirRA.- Also, the duration ofthe efi'ectivesuction applied to armatureQa is limited to thecapacity ofthe reservoir RA owing to the restriction of the opening'26'; therefore,it is impossibleto give a prolonged pull at the suction outlet 28 to thearmature 2a. The engine-man, therefore, after receiving a full automaticbrake application, must, in order to effect the release of thisapplication and to keep the locomotive under his own control, first puthis brake valve handle to the on position and then depress the releasinglever of the valve 37 after the requisite time has elapsed.

lVhen now a locomotive is running on the track tender first, theengine-man will operate the reversing valves RVs and RVb which areconnected to the reversing gear on the locomotive. The operation ofthese valves, as will be readily seen from the drawings, completelyreverses the pipe connections to the two receivers AR and BB and to theoperating valves 12, 18 and 23, so that when the locomotive is runningunder these conditions the functioning ot the control system w'll beexactly the same as has already been described for forward running withthe difference that receiver BR takes the place of receiver AB incontrolling the clear and caution conditions, while receiver AR newcontrols the danger conditions.

An arrangement is also provided whereby when a locomotive is required toback, for instance out or" a station, against a stop signal, theinductor G1 at said signal is energized over a home insulating rail 52,independenhy of the signal, so that the inductor Cl does not influencethe receiver BR to initiat-e a brake application, the locomotive beingallowed to back under the control of the engine-man and independently ofthe home position wayside signals, the circuit extends over the railsection 52, the associated battery, the windings of C1, through the railsection adjacent 52 and through the frame of the locomotive back to railsection 52.

It will be appreciated that a control system has been devised which isvery simple in construction and extremely rugged, being dependent forits operation entirely on pneumatic means, with the exception of the magnetic pick-up arrangements, and that to those skilled in the art manydetail modifications could be made without exceeding the scope 016 theinvention.

What is claimed is:

1. In a trackway device having utility in a train control system, apermanent magnet and an electro-magnet a ranged in the form of an X, thesaid electro-magnet when energized being eiiective to renderin-ettective the field of said permanent magnet.

2. In trackway device having utility in a train control system, aplurality of bar permanent and electro-magnets so arranged that themidpoints of the respective permanent and electro-magnets cross eachother.

3. In a trackway device having utility in a train control or cab signalsystem, two magnets arranged in the form of an X; one

of said magnets being effective, upon energization, to renderinefi'ective the field of the other.

4. In an electromagnetic structure having utility in a train controlsystem, a plurality of erectromagnets placed at right angles to eachother each with one of its poles adjacent one of the poles of another, aplurality of permanent magnets placed at right angles to each other,said electromagnets and permanent magnets being also arranged at rightangles to each other.

5. In a magnet structure, a plurality of magnets each of Which has oneor both its poles adjacent a pole of other of said magnets dependingupon the position of the magnet in the structure.

6. In a magnet structure, a permanent magnet for operating a devicebrought within the field of said magnet, and an electromagnet soarranged with respect to said permanent magnet that the magnetic fluxpath of the electromagnct is at substantially right angles to the pathcovered by the flux transmitted by the permanent magnet, theenergization of said electromagnet in the proper direction beingeitective to tend to operate said cevice in the reversed direction tothat which the permanent magnet tends to operate said device, so thatwhen the electromagnet is so energized the operation of the device bythe permanent magnet is prevented.

In Witness whereof, I hereunto subscribe my name this 22nd day ofJanuary, A. D.

ALFRED E. HUDD.

